Slubbing, roving, and like frame



April 22 1924.

E. J. WELFFENS SLUBBING, ROVING, AND LIKE FRAME Filed Aug. 2, 1918 2 Sheeis-Sheet ATTUENEY A ril 22 1924. 1,491,501

E; J. WELFFENS SLUBBING, ROVING, AND LIKE FRAME Filed Aug. 2, 1918 2 sheets-Sheet 2 CJI Patented Apr. 22, 1924.

EMILE JOHN WELFFENS, OF MANCI-IESTER, ENGLAND.

SLUIBBING, ROVING, AND LIKE FRAIIIE.

Application filed. August 2, 1918.

To all w/zom it may concern.-

Be it known that 1, Exam JOHN lVELF- i-nNs, a sub ect of the King of the Belgians,

residin at S Mauldeth Road west Vithin speed of the bobbins or flyers in slubbing,.

roving and like frames and wherein both the excess speed and the up and down motions are controlled by cone or equivalent governing gear. The excess speed is obtained through the differential, the up and down motion through an appropriate train of gearing. One of the motions of the ditfen cntial and the gear train operating the up and down or lifting motion are driven through gearingfrom the bottom cone or equivalent member of the governing gear. For perfect operation the excess speed and lifting motionsshould be intimately interdependent and the duty of the cone or equivalent gearing should be one of governing and of governing only. In frames as heretofore constructed the excess speed and lifting motions are not intimately interdependent and the entire load due to the up and down or lifting motion is thrown upon thegoverning gea The speed of the shaft operating the gear train responsible for the hftlng motion, which shaft is driven from and by the governing gear, is usually such that it entails considerable gearing down in the train which it operates and the mechanism for reversing the direction of travel of the top or bobbin rail is usually directly driven from that shaft. The combination is one from which backlash cannot be eliminated. By providing a slow initial speed for that shaft the gear train operating the lifting motion may be simplified because less gearing down will be required. Instead of the bevel gearing at present used for the reversing mechanism 1 may use epicyclic tumbler reversing gear, this reversing gear may be located nearer to the shaft carrying the pinions which mesh with the racks fixed to the bobbin rail and the whole train may be rendered much more compact and formed into a combination from which backlash is Serial No. 247,934.

almost entirely excluded. The method heretofore in use of operating the winding does not allow any variation in the bobbin gear train without corresponding modifications in other parts of the frame gearing. There are cases where this operates against improving the machine by replacing one gear train by another such for example as replacing a spur gear train by a chain gear train. Neither does this method allow of governing gear, possessing a speed ratio greater than the ratio between minimum and maximum diameters of the bobbin to be wound, being used to its full advantage nordoes it allow of applying governing gear having the customary speed ratio to the winding of bob bins with a diameter ratio exceeding that of the governing gear. It likewise precludes the use of governing gear with a speed ratio below the normal for the winding of bobbins having a normal diameter ratio.

lt'is the object of this inventionto modify the wheel train responsible for the lifting motion and to provide a novel method of operating same. This method severs all di- 'ect connection between the governing gear and the lifting motion and in frames pro-.

vided with modern differentials, relieves the governing gear of the ma or part of the driving load resulting from same. It allows the shaft driving the gear train responsible for the lifting motion to rotate Very slowly, and thereby renders the simplification of this train practicable and secures a more intimate and positive interdependence of the excess speed and lifting motions through th e resultant elimination of backlash. It renders slight variations in the ratio of the bobbin gear possible'without requiring variations in other parts of the frame gearing and its application admits the use, to its full advantage, ofgoverning gear the speed ratio of which is not the same as the ratio between minimum and maximum diameters of the bobbins to be wound.

According to the present invention these results are obtained by altering the combination of the wheel train responsible for the up and down motion of the bobbin rail, by modifying the gear controlling the reversing motion comprised in this train, and by imparting to a shaft controlling this train a motion of an aggregate character resulting from two different driving motions, operating at difierent initial and subsequent velocities, acting at the same instant of time upon gearing suitably fixed to that shaft. The first driving motion is obtained from the main driving shaft, the second driving motion from the member of the differential which gears with the bobbin train. The two driving motions are so geared that their motions is concentrated upon one or more wheels fixed to the shaft. The motion derived from the main shaft is one of constant speed, the motion obtained from the differential memher is one of variable speed, the speed varying in accordance with the action of the differential. The invention will be explained by reference to the accompanying drawings and by iting cases. The drawings are diagrammatic, but they illustrate clearly the principles as embodied in the invention. The cases cited do not purport to be actual working conditions. They indicate substantially the nature of the defects and the limitations encountered in winding gearing as at present applied and which the new method is designed to eliminate or remove. iVhen the explanation is understood, no difliculty will arise in applying the new method to any machine coming within the scope of my invention. For the purpose of explanation I have assumed the bobbin leading, a roving requiring 9 layers per inch, a spindle speed of 500 R. P. M. a minimum bobbin diameter of 1% inches and a maximum one of 6 inches, a bottom cone speed of 484.5 E. P. M. for a 1% inches diameter of bobbin with the corre sponding speed of 139.71 R. P. M. for a 6 inches diameter, a differential in which the train of reducing wheels has a value of two twenty-fifths, a main shaft speed of 282.6 E. P. M., lifting speeds of the bobbin rail of 10.252 inches per minute maximum and 2.99 inches minimum, for the-member of the differential gearing with the bobbin train a maximum speed of 308 R. P. M. and a minimum speed of 274 R. P. M. and frame gearing to make the machine operate substantially correctly with the given conditions. iVhen citing normal or customary ratio, a t to 1 ratio is implied both for governing gear speed and for bobbin diameter. This speed ratio is fairly normal for governing gear, whereas a 4 to 1 ratio between minimum and maximum bobbin diameters is not usual in practice, though it obtains and is sometimes exceeded. It may here be stated that it is well known that, when winding, the bobbin speed and the lifting motion speed must vary inversely as the bobbin diameter and that, for proper operation, the governing gear speed must vary in a like manner in frames as built at present.

Referring to the drawings Fig. 1 is a fragmentary front elevation illustrating the bobbin rotating and elevating mechanism of a slubbing or roving machine embodying one form of my improved mechanism for controlling the elevating gearing;

Fig. 2 is a view similar to Fig. 1 illustrating my improve-d mechanism for reversing the motion of the elevating mechanism, and a slightly modified form of controlling mechanism Fig. 3 is a partly sectional view, on considerably enlarged scale, taken approximately on the line 33 of Fig. 2; and

Fig. 4 is an end view of the mechanism shown in Fig. 3.

Similar characters of reference designate corresponding parts in the different figures f the dra win Referring to the drawings, and especially to Figs. 1 and 2, A. designates the main driving shaft, which carries a differential, designated herein generally by the reference character 9, which differential is common in machines of this character. Machines showing the general arrangement of mechanisms of which the present invention is an improvement, are illustrated in the patents to Campbell, No. 511,725, dated Docember 26, 1893, Fossel, No. 596.106, dated December 28, 1897, and Shaw, No. 479,108, dated July 19, 1892.

The shaft A imparts motion by means of gearing 16 to what is commonly known as the governing gear, and comprises the upper and lower cone pulleys 7 and 8 connected by a belt 6, and which governing gear in turn transmits motion by means of a train of gearing 12 to the variable speed memb r 11 of the differential. The top or bobbin rail, designated herein by the refer ence numeral 5, carries the bobbin 1%, which is adapted to receive rotary motion from the differential member through an intermediate train of gears 13 and a pair of bevel pinions 27 and 28. To the bobbin rail 5 is secured a depending rack bar l in mesh with a pinion 23 secured to one end of a shaft 23 the opposite end of which carries a pinion 23 by means of which the bobbin rail is vertically reciprocated in the manner hereinafter described. All of the mechanism above described is old and well known in theart, and forms no part of the present invention.

To the shaft A is secured a gear 15, in mesh with which is-a gear 17 mounted for rotation on a shaft 1, said shaft also carrying loosely mounted thereon a gear 18 in mesh with an idler pinion 19, which in turn meshes with a pinion 20 carried by the member 10 of the main shaft differential. The gears 17 and 18 each carry a bevel crown l7 and 18 respectively. between which mesh a pair of bevel star pinions 21 and 22 mounted for rotation on studs extending from the shaft ,1, thus forming a second differential, the shaft 1 being the r.cipient of the aggregate motion of the Laenaoi 33, which are slidable upon a shaft 33, andwhich shaft carries at its opposite end a p1n1on33 111 mesh with a pinion 24 secured to one end of a shaft 24*. which carries at nisms of this character by means of the building motion, the clutch having been omitted from the drawings for the sake of clearness.

In the form shown in Fig. 2 motion is transmitted to the bobbin elevating geartil) ing in a slightly different mann'r. In this case, a gear 55 is secured to shaft 1, which gear meshes with a gear 57 secured to a shaft 45, which carries at its opposite end a gear 30 adapted to mesh either directly with a gear 25 or through an intermediate idler 26 (see Fig.3), and which idlitr, in turn meshes with the gear 23 hereinbefore described. This form of reversing mechanism, which I have termedherein a turnbler gear, includes a plate 29 on which is mounted for rotation an eccentric sheave 31 carried by a stud 32 secured to the plate 29, said plate being provided with a pair of adjustable stops 47 and 48 for controlling the rotation of the sheave in opposite dircctions. The pinion 26 is carried on a sleeve secured to one end of a link 50, the opposite end of which engages the eccentric 31, on which pinion 25 is mounted for rotation, and connected to the sleeve on which the pinion 26 is mounted is a second link 49, which carries at its opposite end the stud shaft 45 on which the gear is mounted for rotation. The entire tumbler gear just described is carried by a frame 51 and is operated from the building motion in the manner hereinafter described. A cable 35 passes over the pulley or sheave 31 and has secured to one end thereof a weight 36. the opposite end of the cable passing under a pulley 42 and overpulleys 43 and 34 (see Fig. 2) and is secured to what is known as the traverse which is common in machines of this character. The

pull of weight 36 is counter-balanced by weight 37 secured to the end of a cable 38 whichpasses over a pulley 41 mounted on said traverse and around the pulley 34, the end of "the cable 38 being secured in like manner to the'traverse 40. The pulley '34,

bein adjustably carried by an arm 52, which is adapted to be moved right and left of Fig.2 by the building motion, and thus cause the sheave 31 to rotate and the pinions 25 and 26 to alternately engage'with gear 23. thereby giving to the bobbin rail 5 the vertically reciprocating motion necessary.

The sum :-lowest speed of shaft 1 plus difi'erencebetween maximum and minimum speeds of member 10 must equal the highest speed of shafts 1 and the maximum and minimum speeds of shaft 1 must be in inverse ratio to the bob-bin diameters. lVhenever this condition is satisfied correct up and down motion will be obtained provided the differential on the main shaft A communicates the correct excess speeds to the bobbins. To determine the correct lowest speed for shaft 1, the following method may be employed I The difference between maximum and minimum bobbin diameter gives the number of" turns difference I would obtain with shaft 1 running at these speeds and by adjusting the value representedjby the minimum diameter of, the bobbin so that the correct number of turns difference is obtained. I comply with the conditions given above. In the case cited the bobbin diameters are 15; inches and 6 inches, fractionally 7 /4ths and 24/4ths. So the diameter ratio is 7 :24. The difference between these two values 247 :17 represents the turns difference obtained with shaft 1 running at 24 R. P. M. and? R. P. M. respectively. From the case cited we know the speeds of member 10 to be 308 R. P. M. I

the speed will vary inversely as the bobbin The required conditions obtain and correct upand down motion would rediameters,

suit. The speed of wheel 17 may be geared down so that the desired conditions obtain when wheel 18 is running at a speed equal to member 10' or, wheel 17 may run atmain shaft speed whilstthe speed of wheel 18 is geared up so as to make the required conditions result. Again both wheel 17 and lit) which wheel 17 should be run to obtaincorrect operation with wheel 18 running at speeds equal to those of wheel 20. l Vith iain shaft A running at 282.6 R. P. Ni, 46 teeth for wheel 15 and 50 teeth for wheel 17 would be found to give substantially 260 R'P. M. as required.

Where it is desired to run wheel 17 at main shaft speed, the reciprocal of the above gear ratio namely 50'teeth for wheel 20 and 4.6 teeth for wheel 18 would be found su tially correct. This disposes of the ease wnere the only modification desired, in an otherwise correctly operating frame. is the severance of the lifting motion from the governing gear. Next, take the case where it is desired to utilize substantially fully a governing gear with a speed ratio of 4 to 1 for the winding of bobbins with a diameter ratio of substantially 2.7 to 1, such conditions being applicable for example where fine rovings are worked. The speeds may not be those ob taining in practice but the principle involved remains the same. By changing the bobbin gear train wheels and 13 from 50 and 52 to 70 and 71 teeth, we would require. for winding the above bobbins, speeds for cone 8 of 396.58 R. P. M. and 107.551 R. P. M. respectively, thus substantially utilizing the full range of the governing gear. This modification would require member 10 to run at 300.374: R. P. M. and 270.8174 R. P. M. for correct operation. 300.37et270.8174:295566 R. P. M. The bobbin ratio is here 2.7 to 1 thus 2.7 1:1.7 of turns difference would be obtained for every turn of slow speed for shaft 1. 29.5566 :1.7:17.3862 R. P. M. slowest speed of shaft 1. 29.5566 plus 17.3862: 46.9428 R. P. M. highest speed of shaft 1. 46.9428 and 17.3862 have the same ratio as the bobbins 2.7 to 1. The speed varies inversely as the bobbin diameters and correct lifting motion will result. With main shaft A running at 282.6 E. P. M., 43 teeth for Wheel 15 and 18 teeth for wheel 17, the required speed of 270.8174:-17.3862:253.43 R. P. M. would be substantially obtained. Where it is of advantage to run wheel 17 at main speed shaft the reciprocal of the gear ratio indicated namely 48 teeth for wheel 20 and 43 teeth for Wheel 18 would again be found to give substantially correct results. To follow the case will be considered where it is desired to employ a governing' gear with a 1 to 1 speed ratio for winding bobbins having a 4.5 to 1 diameter ratio. Such conditions may obtain when spinning coarse counts. By changing the bobbin gear train wheels from and 52 to 50 and 53 teeth we would require, to wind the above bobbins, for cone 8 speeds of 529.595 R. P. M. and 153.735 R. P. M. respectively, thus speeds well within the range of a 4 to 1 governing gear. This would require memberlO to have speeds of 313.922 11. P. M. and 275.653 R. P. M. respectively. 313.922275.653:38.269 R. P. M. The bobbin ratio is here 12 inches and 7.875 inches or 1.5 to. 1 thus 4i..51:3.5 of turns difference for every turn of slow speed for shaft 1. 38269+2t5 10922 P. M. slowest speed of shaft 1. 38.260 plus 10.922-' i9.191 R. P. M. maximum speed of shaft 1. 40.191 and 10.922 have substantially the same ratio as the bobbin diameters. T he speed varies inversely and correct lifting motion will be obtained with main shaft it running at 282.6 E. P. M. and 59 tee h for wheel 15 and 63 teeth for wheel 17 as the required speed of 275.65310.922: 261.731 1 P. M. will be obtained substantially. Again with wheel 17 running at main shaft speed the reciprocal of the gear ratio indicated namely 63 teeth for wheel 20 and 59 teeth for wheel 18, would give results very substantially correct.

lVhere still greater accuracy than that obtained is desired, it may be obtained by using compound instead of simple gearing in trains 15 to 17 and 18 to 20. 1 have spoken of the speeds of shaft 1 as those obtaining. It will be obvious that it is their ratio which will obtain as the actual speed shaft 1 will depend upon the planetary gear it carries.

in the foregoing examples the ratio of the wheels in the bobbin gear train has been altered for the purpose specified. It will be obvious that that ratio might be altered in order to substitute a chain gear train for a spur gear train and that correct operation of the lifting motion may still be obtained. The reason why it may be necessary to modify the ratio when employing a chain gear train lies in the fact that, on account of the con siderably coarser pitch of the chain wheel teeth, it is much more ditiieult to obtain the correct ratio if wheel diameters are to be kept within practicable limits.

It is well known that there are modern differentials in use which with difficulty allow of very accurate operation on account of the train of reducing wheels incorporated in them. F or example, instead of giving with the governing gear at a standstill, exactly 500 R. P. M. to the bobbins, they may only give 499.95 R. P. M. thus .05 R. P. M. short. Where it is desirable to eliminate this defect, say for very fine rovings, my method of controlling the lifting motion provides a means as will be deduced from the foregoing and to which I will allude again later on.

l have stated that the motion of shaft 1 should be one of an aggregate character and the gearing mounted upon that shaft will be found one which produces this motion by rolling. I have stated that in frames provided with modern differentials, my method relieves the governing gear of the major part of the driving load due to the lifting-motion. It should be observed that a Houldsworth differential merely constitutes an effective means of producing the required variation in bobbin speed and that since the combination has no train of reducing wheels, it neither gives mechanical advantage nor takes strain off the governing gear whereas a differential comprising a reducing wheel train, does both. With a Houldsworth differential and my new method of operating the lifting motion the whole load due to both the bobbin motion and the lifting motion would still have to be sustained by the governing gear while with my method of operating the lifting motion and a differential incorporating a train of reducing wheels only a certain percentage of the loads created by these motions would recoil upon the governing gear and this percentage would depend upon the value of the reducing wheel train. I have assumed a reducing wheel train value of 2/25 which means that for every twenty five turns of member only two would be due to the governing gear. Thus, with the main shaft running at 282.6 R. P. M.

aco R. P. M;

would be the number of turns obtained from main driving shaft A out of the total number of turns which may be required for member 10. This speed is what I term the extreme recessive speed of the differential. By this I mean that if the governing gear, which through member 11 and through the reducing wheels train acts upon member 10, were kept stationary, the differential would still, through the motion it receives from main shaft A, communicate to member 10, 260 R. P. M. out of the total number of turns required by that member at any moment during the building of the bobbin. Thus out of the maximum number of turns 4 upon planet wheels 21 and 22, through the gear train meshing with the wheel fixed to member 10. the governing gear will oul have to provide a maximum of 308260:i8 R. l. li'l. or 15.8 per cent. For the minimum number of turns 2Tl260:1 t R. P. M. or only 5.1 per cent will have to be provided by the governing gear. In other words, instead of being saddled with the entire driving load resulting from the up and down motion, the governing gear. with the new method and modern differentials that is with differentials incorporating a. reducing wheel or equivalent train securing mechanical advantage, will only be called upon to provide for the lifting motion the same percentage of power it has to provide for the bobbin motion. It may be objected that the driving load resulting from the lifting motion is small/ However small it may bait calls for expenditure of power in the form of work'on the part of the governing gear the sole function of which should be governing and, although a frame when properly aligned and. with a bobbin railproperly balanced, may require only a small amount of power for its lifting motion it isnone the less a fact that proper alignment is not maintained and that the load resulting from the binding of the rail in its guides is not 'unfrequently very considerable. Moreover, in frames with modern differentials the relief of the governing gear is considerable even with the frame working in perfect alignment. Of the total amount of power required to drive a frame, properly aligned and balanced, it may with fair accuracy be assumed that per cent represents the load due to the bobbins and 2.5 per cent the load due to the lifting motion. Taking 60,000 foot pounds as the total power required, the load coming on the governing gear would, with winding gear as constructed at present and comprising the differential mentioned, consist of 1500 foot pounds, due to the lifting motion and 60,000 X 35 X 15.6 100 X 100 3276 foot pounds due to the bobbin motion or a total of 3276 plus 1500:4776 foot pounds. With my new arrangement the llfting motion load is reduced'to 234 foot pounds. The total load on tle governing gear will then be 3270 plus 234:3510 foot pounds and reduced by 47763510:1266 foot pounds. In other words, in the case cited the load on the governing gear would, with my method of lifting motion control, be reduced by substan tiall v 26 per cent.

\Vhen winding on the bare bobbin in the case cited the maximum rate of up and down motion required is substantially 10.252 inches per minute. Gone 8 will then run at 484.5 R. P. M. and, through reduction gearing, drive shaft 1 at say 207 R. P. M. Wheel 3 may be taken as having a circumference of 9 inches which gives a linear speed of 207 9:1863 inches per minute. 1863+10252=1817 per cent represents sub- In frames as at present constructed the combination of: the gear train responsible for the lifting motion is generally such that the reversing gear combined 111 that train usually consists or" bevel gearing; is generally located near shaft 1 or its equivalent and operated from the building motion carded by traverse e0. lt will be observed that with such a combination all the backlash present in the train comes into play at every reversal and it will be obvious that my new m thod provides ameans whereby the gear train controlling the lifting motion may be simplified and a much more positive and intimate interdependence of excess speed and up and down motion secured. Indeed, the slow speed oi shaft obviates a considerable amount of gearing down and, by operating the reversing motion from a wheel on the shatt carrying pinions meshing with the racks on the bobbin rail, the backlash called into play at every reversal of motion is re 1 duced to an absolute inininnnn since the few wheels still present in the train, e:-;cluding the wheel fixed to the rack pinion shaft, constantly run in the same direction. Any backlash which may still be present in the "gearing is thus neutralized as soon as the frame is set in motion. As backlash is no longer present the inevitable period of dwell of the bobbin rail at each reversal will, with the new combination be reduced to almost a vanishing point, thereby ensuring better operation. Further, the velocity of impact at each reversal will be the resultant of the linear and peripheral velocities of the engaging member. lVith reversing gear as used or proposed at present the speed of the driving member is constant, it generally travels at a considerable peripheral velocity whilst engaging with a 1 member momentarily having none and the engagement between the two members, whether gear or clutch, is always more abutting than a rol ing one. Such conditions are not conducive to smooth operation and, in cases where the peripheral velocity of the driving or engaging member is considerable, they render the combination prone to damage.

Now, with epicyclic tumbler gearing according to Figs. 2, 3 and t, the linear velocity is reduced by the substantially simple harmonic motion of displac nent imparted to the pinions (kept in position by links 41 0 and 50) during the period of reversal; the peripheral velocity, already low as explained is still further reduced by the epicyclic motion of the pinions 2.5 and 2-6 and the combined action make the engagement between the two members more a rolling than a butting one.

lVith regard to linear speed, in reversing gear as used or proposed at present the linear travel of the engaging member will have to equal twice the depth of the gear or clutch teeth plus the amount of clearance desired. Taking "for example the depth of the gear or clutch teeth as .250 inch and the clearance when engaging member is in the middle of its path as .0625 inch either way, then the linear speed from one position to another would be inch during the period reversing gearing 33 travels from one position to another and assuming that sa1d gearing starts, stops and travels with. the same velocity. lVith the epicyclic reversing gear the displacement of the centres of pinions and 26 becomes a simple harmonic motion and this motion allows the magnitude of the dis placement to be reduced to .437 inch substantially while keeping the same clearance in the middle position and the same depth of teeth. Now it .437 inch represents the total displacement of the pinion centres and eccentrie travels through an arc of 90 around stud 32 to bring about the reversal, then .437 inch will be half the throw of the eccentric. Further, if the impact takes place at an angle of 50, then the linear speed at that moment will be .526 inch With regardto peripheral speed. it wheel m. runs constantly in anti-clockwise direction, pinion 26 will run in clockwise direction and pinion 25 again in anti-clockwise direction and both wheel and pinions will run at a low peripheral speed, since it will be only just that required by wheel 23 fixed to the rack pinion shaft. Now when pinion 26 moves from its disengaged position towards wheel 23, it will roll around wheel 30 inanti-clockwise direction and the epi cyclic motion thus produced will. reduce the peripheral speed of the pinion and so further reduce the result and speed or velocity of impact when rolling into mesh with wheel 23. A substantially simple har monic motion of displacement produced by rotating sheave 31 around stud 32 will fur ther cause the epicyclic motion to act in the most desirable manner. Indeed, it eccentric, being fixed to sheave 31 displaces itself through an angle of 90 it is obvious that tor the first of travel the rolling of pinion 26 will be very small, whereas the rolling of pinion will be considerable, thereby causing sudden disengagement as required. For the-second 45 the rolling of pinion 26 is considerable and of course at a constantly increasing speed but the impact has been made and the further reduction of peripheral speed of pinion 26 which will take place as a result of this rolling creates an engaging movement which may be likened to a gradual starting action. \Vhen pinion 25 moves from its disengaged position towards wheel 23, it will roll very little through the first 45, whereas pinion 26 will roll through a considerable angle thereby disengaging itself quickly and momentarily increasing its own peripheral speed as Well as that of pinion 25. During the second 45 however the rolling of pinion 26 is very small and the epicyclic motion of pinion 25 around the larger pinion 26 will again cause the peripheral speed of the engaging pinion 25 to be reduced considerably and so secure the desired low impact speed and gradual starting action.

The required motion for operating the tumbler gear may be obtained from the mechanism already present in the frame for that purpose by any suitable combination of levers, racks, stops and the like. As an example, a simple and eflicient control combination is shown in Figs. 3 and 4. Referring to Fig. 2, arm 52, which carries the grooved pulley 34, is oscillated or operated by a special mechanism, present in every frame, the duty of which is to reverse the direction of travel of the bobbin rail, to move the cone belt or equivalent and to shorten the traverse of the bobbin rail at every reversal. In frames as used or proposed at present the arm 52 or its equivalent generally operates a fairly heavy rod and heavy weights or springs are desirable in order to make the mechanism operate satisfactorily. The arrangement according to Figs. 2. 3 and 4 eliminates the heavy rigid rod and substitutes a light flexible cable 35, rendered rigid in action by counter weight 36. WVeight 37 is suspended from cable 38 running around pulleys 34 and 41 and thereby balances the pull of weight 36 on arm 52. The lightening and the balancing of the control gear will allow lighter springs or weights to effect the reversal in a proper manner. The arrangement is self-adjusting for wear. By this I mean that stretch in either cable will be taken up automatically by the action of the weights, since the grip of flexible cable around the sheave of eccentric 31 is a friction one and the action similar to that of a capstan. It is advantageous to have the sheave rather large since thereby the cable will suffer less, the contact and therefore the grip. between sheave and cable will be increased and the friction of cable 35, when coiled in position.

A large sheave 31 may involve considerable travel of cable 35. This travel may be obtained from the comparatively small travel of arm 52. Like cable 38, cable 35 is attached to the traverse 40 carrying the reversing mechanism and from there passes round pulley 34, then around pulley 41, then once more round pulley 34 and, from there around jockey 42 and round sheave 31 carrying the eccentric in the manner shewn. This arrangement causes the travel of cable 35 to be 4 times greater than the travel of arm 52 andby sliding pulley 34 up and down in a slot in arm 52, this travel'may be easily and minutely adjusted. If a still greater travel were desirable cable 35 might be passed again round pulleys 34 and 41, if less were required the aggregate motion of the combination might be made smaller.

In order to keep the whole lifting'motion gearing as simple and compact as possible and to make this gearing a quiet and smoothly operating one, I may reduce the speeds of wheels 17 and 18 provided thls reduction is proportionate for either or both. This is of advantage for example in the case, of fine rovings where the up and down motion will be much slower although flyer spindles and bobbins run much faster. Thus reverting to my foregoing case where the speeds for wheels 18 and 17 are 30827 4 R. P. M. and 260 R. P. M. respectively, they might be reduced to 154137 R. P. M. and 130 R. P. M. or to- 77-685 R. P. M. and R. P. M. without in any way. impairing the correct operation of the up and down motion. The speeds of shaft 1 would thereby be reduced to either 12 and 3.5 R. P. M. or to 6 and 1.75 R. P. M. and

less gearing down would be required ac tances. Worm, spiral or like gearing might therefore with advantage be included in my lifting motion control gear in cases where very minute compensations are of advantage.

I have now shewn that shaft 1, driving the gear train responsible for the up and down motion, may be given a very slow rotary motion and indicated alternative methods for determining the combination of gearing required to obtain the necessary motion with any desired degree of accuracy. I have shown that shaft 1 may operate the lifting motion correctly in circumstances where the governing gear speed no longer varies inversely as the bobbin diameter. I lave also sliewn that the reversing motion may be improved by the use of epicyclic tumbler gear and by using flexible cable for controlling it.

Governing gear varies in design according to the material the frames have to work. In frames dealing with jute, flax and the like, expanding pulley and disc friction gear is not uncommon; in frames for cotton and the like hyperbolic cone gear is universal as constituting the most convenient means for sensitive governing. Now governing gear may be made with a speed ratio equal to the bobbin diameter ratio, and in such cases the governing gear will be used to its full advantage. Where the governing gear speed ratio exceeds the bobbin ratio, the excess ratio is wasted, as it never comes into action in frames as built at present. with expanding pulleys and friction disc governing gear, the total displacement of the belt or equivalent member connecting the driving and the driven members is necessarily limited because for great displacements they soon become unwieldy in diameter. Cone gearing on the other hand does not require increase in diameter for increased total displacement, they are made longer and thereby a great travelling distance is secured for the belt and consequently a decided displacement for every speed variation required. Their lengthening also presents the further advantage of flattening their curvature thereby securing a better grip for the belt. Now where a cone gear with a speed ratio of 6 to 1 can be employed for winding bobbins with a diameter of 4 to 1, it will be obvious that with belt displacements similar to those of normal cone gear, the speed variation will be much more decided and more than counter balance the loss of grip due to increased curvature since less duty would be required from it. On the other hand, where a cone gear with a speed ratio of 3 to 1 is used for winding bobbins with a diameter ratio 4. to 1, its curvature would be much flatter as it could be taken more on the asymptote, the grip of the belt would thereby much improve and again more than counter balance the slight extra duty required from it. In any case with my gear the duty of the governing gear would be much lighter than the one it has to perform in frames as built at present. So in all cases where my gear is employed improved operation would result as the governing gear would operate better and more easily.

Assuming that the governing gear as employed at present, whether cone, disc friction or expanding pulley gearing were replaced by another governing contrivance acting upon or combined with the main shaft differential in such a manner that, although capable of securing the correct variation in excess speed for the bobbins it could not operate the up and down motion, my method would provide a means whereby that motion could be obtained. It is con ceivable that a variable speed box, controlled by a cam or a similar movable but nonrotating governing gear, might replace the present rotating governing gear and differential and it is obvious that in such cases the lifting motion could only be satisfactorily obtained by my method.

From the foregoing it will be observed that in the machine herein described the differential carried by the shaft A controls the rotation of the bobbin 1% by means of the gearing 1013, and the differential carried by the shaft 1 controls the alternate vertical translation of said bobbin. In the first of said differential systems, the gear 15 is the constant speed member, the member 11 the variable speed member, and 10 the recipient of the aggregate motion of the other two members; while in the second differential system, the double gear 17 is the constant speed member, the double gear 18 the variable speed member, and the shaft 1 the recipient of the aggregate motion of the other two members. The two differentials are geared together in such a way that the constant speed member 17 of the translation-controlling differential is actuated by the constant speed member 15 of the rotation-controlling differential, while the va-riable speed member 18 of the translationcontrolling differential is actuated by the recipient 10 of the rotationcontrolling differential through the gear 20. It will be seen that at equirotal speed of the constant speed member and recipient of the rotation controlling differential, there will be no rotation of the recipient of the translationcontrolling differential.

In the operation of the machine, taking for example the form thereof shown in Fig. 2, constant motion is imparted to the shaft carrying the driving cone 7 (Fig. 1) and thence through gearing 16 to shaft A and consequently to gear 10. At the same time, motion is being imparted from cone 7 to cone 8, and thence through gearing 12 to differential member 11, thus imparting to the recipient 10 the aggregate motion of A and 11, which 10 in turn imparts to the bobbin rotating gearing 13. During this time, the constant speed member 15 of the rotationcontroll'ing differential imparts, motion to the member 17 of the translationcontrolling differential, while the recipient 16 of the rotation-controlling difisrentia-l imparts motion by means of gear 20 to the variable speed member of the translationcontrolling differential, thus imparting the aggregate motion of the members .17 and 18 to shaft 1, which in turn transmits said motion by means of gearing 334 to the translation system. It will, thus, be seen that the rotation-controlling differential also produces, through the medium of the second differential, the translational motion of the bobbins, so that the rotational and translational motions of the bobbins are rendered intimately interdependent. By making the translational motion a motion of aggregate character, and by connecting the differentials in the manner herein described, the dual advantage of intimate interconnection of the two bobbin motions and reduction of the load on the translational gearing is obtained.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is 1. In a machine having a bobbin support adapted to permit rotation and alternate vertical translation of the bobbin, the combination of a differential controlling the rotation of the bobbin, a differential controlling the alternate vertical translation of the bobbin, each of said differentials having a constant speed member and a variable speed member, said differentials being geared together so that the constant speed member of the second differential is actuated'by the constant speed member of the first differential and the variable speed member of the second differential received the aggregate motion of the constant and variable speed members of the first differential.

2. In a machine having a bobbin support adapted to permit rotation and alternate vertical translation of the bobbin, the combination of a differential controlling the rotation of the bobbin, a difierential controlling the alternate vertical translation of the bobbin, each of said differentials having a constant speed member, a variable speed member, and a recipient of the aggregate motion of the constant and variable speed members, said differentials being geared together so that the constant speed member of the second differential is actuated by the constant speed member of the first differential and the variable speed member of the second differential is actuated by the recipientof the first differential.v

3. In a machine of the character described having a lifting motion gear train and a bobbin rotating gear train, a driving shaft, a gear secured to said driving shaft and operating with a constant speed, a member revolubly mounted on said driving shaft, and operating with a variable speed, a gear wheel secured to said member and driving said bobbin gear train, a driven shaft adapted to drive said lifting motion gea-rtrain, and differential gearing between said driven shaft and the constant and variable speed members carried by the driving shaft for imparting to said driven shaft the aggregate motion of said members.

In testimony whereof I have signed my name to this specification. I

EMILE JOHN WELFFENS. 

